willans



(No Model.) 2 Sheets-Sheet 1. .P. W. WILLANS & M. H. ROBINSON.

HIGH SPEED ENGINE.

Patented Apr. 3, 1888.

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IIIIII/IIII/d IIA'IYIIII/IIIIIIII I N. Patna Fhclo-Lflhagnphcr. Washmgton. D. c.

(No Model.) 2 Sheets-Sheet .2.

P. W. WILLANS 81: M H ROBINSON.

HIGH SPEED ENGINE.

No. 380,375. r Patented Apr. 3, 1888.

8 N. PETIHS. Fholc-Lhimqrzpher. wnmnmon. DJ:

Unrrsn STATES PATENT PETER XVILLIAM XVILLANS, OF THAMES DITTON, AND MARK HEATONQW. V

ROBINSON, OF KINGSTON-ON-THAMES, COUNTY OF SURREY. ENGLAND.

SPECIFICATION forming part of Letters Patent No. 380,375, dated April 3, 1888.

Application filed August 1, 1887. Serial No. 245,535. (No model.) Patented in England October 1-1, 1882, No. 4,901.

To ctZZ whom it may concern: chamber, the internal capacity of which can Be itknown that wedurnn \VILLIAM WIL- be increased or diminished by screwing more LANS, of Thames Ditton, in the county of orlessinto it a screw-plug, or by providing the Surrey, England, and DIARK HEATON ROBIN- end or ends of the cylinder itself with a screw- 55 5 SON, of Kingston-on-Thames, in the county of plug which can be screwed more or less into Surrey,England,subjects of the Queen of Great the cylinder, so as to bring it nearer to or far- Britain, have invented certain new and useful ther from the piston or ram at the ends of its Improvements in High-Speed Engines, (for travel. which we have received Letters Patent in With a single-acting engine a singleacting 60 to Great Britain, No. 4,901, dated October 14, ram acting as above described is used. It 1882,) of which thefollowing is aspecification. may be a ram acting in a small cylinder at In high-speed engines, where the ordinary either end of the steani'cylinder and on the compression of the steam in the cylinder itself same piston-rod as the piston of this cylinder; during the latter part of the return-stroke of or, if a piston in the form of a ram is working 6 5 [5 the piston cannot be advantageously used for in the steam-cylinder an enlargement on the checking the momentum of the piston and out-er end of the ram may work in an enlargeparts moving to and fro therewith, or is inment of the cylinder, the annular space besniiicient to check it, we use an independent tween this enlargement and the ram of the cushion or buffer for the purpose. This bnfsteam-cylinder forming the air-compressing 7o fer consists of a ram or piston rigidly connectchamber; or this may be reversed and the cyled with the reciprocating parts of the engine. inder be for air-compressing and the annular This ram or piston works in a cylinder which space'for steam. at one part of the stroke is in communication In a double-acting engine a double-acting with the atmosphere or any other elastic fluid buffer would be used consisting of a piston 7 5 z 5 (such as steam) which may be employed as a or plunger on a continuation of the piston-rod cushioning medium. At a certain partof the 0f the steam-cylinder working to and fro in a stroke of the ram or piston this way of comcylinder, the clearance at the ends of which at munication is closed, and the ram compresses the ends of the stroke can be controlled as the air or other fluid contained inthe cylinder hereinbefore described. 0 until it reaches the end of its stroke. We so Instead of controlling the cushioning at the arrange the capacity of this cylinder and the end of the stroke by controlling the space caclearance provided between the end of the pacity into which the air or other controlling cylinder and the piston or ram at the end of fluid is compressed at the end of the stroke,the the stroke that by the time the ram or piston cushioningmight be controlled by varying the 8 has reached the end of its stroke the pressure point in the stroke at which the air or fluid of air or other fluid has increased so much as admission into the cylinder is closed.

to check to the desired extent the momentum Having thus described the nature of ourinof the moving parts. The power which is reventiomwe will proceed to describe more fully quired to check their momentum is thus stored the manner of performing the same. 0

in the compressed air or other fluid and given In the drawings, Figure 1 is a vertical seeout again on the return-stroke of the piston. tion through the cylinder of a single-acting The cylinder communicates with the atmosquick-running steamengine provided with an phere or reservoir of steam or other elastic elastic bufier of air or other elastic fluid, as fluid at some portion of each stroke, so that above described. Fig. 2 is a similar view 95 5 any leak past the ram or otherwise is made showing a modified way of controlling the good. If the ram and cylinder could be made amount of compression in the buffer at the end perfectly airtight, this opening would not be of the stroke. Fig. 3 is a similar view shownecessary. The volume into which the air or ing how the bufier may be applied in a trunkother fluid is compressed at the end of the engine. Fig. 4.- is a similar view showing a r00 stroke may be regulated by making the end double-acting buffer used in combination with of the cylinder to communicate with a small a double-acting steam-cylinder;

A single-acting quick-running steam-engine such as shown at Fig. 1 may be formed with only a single cylinder as shown in the drawings, or there may be any desired number of such cylinders with their pistons working onto the one crank-shaft, as in steam-engines heretofore commonly constructed by us and by others. In this case we provide each cylinder of the engine with an air-cushion or butter in the manner shown.

A is the steam-cylinder; B, the piston; O, the piston-rod,having at its end asecond piston or plunger, D, to which is jointed a connecting-rod, D, that works onto a crank on the crank-shaft E. The second piston,D,works to and fro in a cylinder, F, which not only serves as a guide for it, but also the air-compressing cylinder acting as a buffer for checking the momentum of the piston at the end of its backward or return stroke.

The lower end of the cylinder A opens into a chamber, G, which communicates with the condenser or exhaust-passage. The pistonrod 0 passes through this chamber and through a stuffing-box in a cover, H, which closes the top of the lower cylinder, F, from the chamber G. The cover H is shown to be made hollow and with two separate stuffingboxes for the piston-rod to pass through. The hollow interior of the cover H is by apassage, I, open to the atmosphere, in order that if on the return-stroke of the piston any air under pressure should leap past the lower stuffing box into the hollow interior of the cover it may not force its way past the upper stuffingbox, and so find its way to the condenser.

J is a cover inclosing the cylinder F, and at a distance from it. A small air-passage is formed at any convenientpoint through this cover.

KK are openings by which air can enter the cylinder F when the piston is at the lower end of its stroke. The upper end of the cylinder F is by a passage, L, putinto communication with a closed air-vessel, M, provided with an air-cock, N.

O is valve in the passage L,which prevents the return of air from the air-vessel M into the cylinder F. The air-vessel and air-cock are to facilitate the starting of the engine.

When starting'the engine, the air-cock is opened and steam admitted to the top of the cylinder, and the piston thereby caused to make its stroke. The momentumtherebyimparted to the fly-Wheel on the crank-shaft causes the piston to make its returnstroke. The air in the upper part of the cylinder F is then somewhat compressed and forced into the air-vessel M, and so at each return-stroke of the piston a certain amount of compressed air is driven into the air-vessel. As the engine gains in speed the air-cock N is closed gradually, and the pressure in the air-vessel consequently rises. hen it has been entirely closed, the pressure in the air-vessel rises until the air contained in it is at a pressure equal to the pressure of air in the cylinder F at the end of each return-stroke. No more air then passes into the air-vessel, and it so goes out of action. At each forward stroke of the piston the connecting-rod thrusts against the crank-pin. On the return stroke the pin thrusts against the rod to force the piston back. As it does so it compresses air behind the piston D, so that at the end of the returnstroke this compressed air, acting upon the piston D, may keep the connectingrod still thrusting against the crank-pin, although the momentum of the moving parts would otherwise separate them, and so longas the engine runs at a uniform speed no strap would be required at the end of the connectingrod to embrace the crank-pin. The strap is only of service when starting or stopping the engine or in the event of racing.

1? is an air-inlet valve by which air is admitted freely to the cylinder F at all times during the forward stroke should the pressure in this cylinder get below atmospheric pressure. If the engine isa three-cylinder engine, no fly-wheel is needed.

In the drawings we have not thought it necessary to show the valves for admitting steam to the top of the cylinder A or allowing steam to pass from this cylinder to the exhaust, as these valves may be of any ordinary construc tion. The position of the air-openings K in the cylinder F will depend upon the speed at which the engine is required to run. The quicker the speed the nearer would the open ings K have to be to the lower end of the cylinder, or the smaller the clearance at the end of stroke. Holes closed by plugs might be provided in the cylinder at different heights, to allow of the exit of air from the cylinder F being closed, either at an earlier or later portion of the return-stroke, according to the speed at which the engine is required to run.

Instead of providing for closing the exit of air from the cylinder F at an earlier or later period of the return-stroke, as above described, the volume into which the air is compressed at the end of the return-stroke may, as above stated, be regulated by making the end of the cylinder F to communicate, as shown in the diagram View Fig. 2, with a small chamber, R, the internal capacity of which can be increased or diminished. In the diagram the capacity of the chamber R is shown to be regu-- lated by screwing more or less into its end a long screw; but other arrangements might be adapted for increasing or diminishing the ca-' pacity of the chamber R.

7 Instead of the air-cylinder F being between the steam cylinder and the crankshaft, it might be at the opposite end of the steam-cylinder, a continuation of the piston-rod being then carried through theend cover of the cylinder A.

Fig. 3 shows a diagram view of another form in which the single-acting engine may be arranged. In this case a ram 13 is made to work into the cylinder A, and a piston D on the outer end of the ram is made to work in IIO the second cylinder F. The forward stroke may be made by steam admitted either to the cylinder A or to the annular space between the interior of the cylinder F and the ram. If it is effected by steam admitted to A, then the annular space forms the air-buffer on the return-stroke and air is admittedto the annular space at the commencement of the returnstroke through openings K. If, on the other hand, the forward stroke is effected by steam admitted to the annular space, then the cylinder A forms the airbufler, and air is admitted to it at the commencement of the returnstroke through openings K.

In double-acting engines the air-buffer has also to be double acting. Fig. 4 shows a diagram view of a double-acting steam-cylinder and double-acting air-bnffer used in connection therewith. A is the steam-cylinder; B, its piston. The piston-rod is prolonged and carries a plunger D, which works to and fro in the air-cylinder F. Air is admitted to the center of the cylinder F through openings K. The plunger 1) is somewhat shorter than the length of the stroke of the piston; consequently at the end of each stroke air is admitted to one or other end of the cylinder F. The diagram shows that the volume into which the air is compressed at the end of each stroke may be adjusted by setting the end covers nearer to or farther away from one another, so as to increase or diminish the capacity of the chamber or space R left between the plunger D and the end cover at the end of the stroke. The diagram shows the end covers screwing into the ends of the cylinders to allow of this being done; or, in place of this, rings or washers might be interposed between the covers and the ends of the cylinder. The covers could then be bolted on in the ordinary way; or the volume into which the air is compressed may be adjusted in the manner shown at Figs. 2 and 3. The details hereinbefore given with reference to the position ofthe airopenings and the other details described with reference to singleacting engines are all applicable to double-acting engines.

Having thus described the nature of our invention and the manner of performing the same, we would have it understood that we claim- 1. The combination of the steam-cylinder, the piston working therein, the piston rod or trunk extending therefrom, the buffer-piston having connection with said rod or trunk and with the crank-shaft of the engine, and the buffer-cylinder containing elastic fluid, closed at the end away from which its piston travels when the piston of the steam-cylinder is mak' ing its effective stroke, and provided with the side inlet or inlets, by way of which to admlt elastic fluid between the closed end of the cylinder and its piston at or near the end of the effective stroke, substantially as and for the purpose set forth.

2. The combination of the steam-cylinder, the piston working therein, the piston rod or trunk extending therefrom, the buffer-plston having connection with said rod or trunk and with the crank-shaft of the engine, the buffercylinder containing elastic fluid, closed at the end away from which its piston travels when the piston of the steam-cylinder is making its effective stroke, and the inlet-valve I, by way of which to admit elastic fluid to the buffer cylinder at its closed end, substantially as and for the purpose set forth.

3. In a high-speed engine, the combination of a single-acting steam-cylinder, its piston, a piston rod or trunk extending therefrom, the buffer-cylinder closed at one end, its piston connected with the steam piston rod or trunk, the connecting-rod, the crank-shaft, the side inlet or inlets of the buffer-cylinder admitting elastic fluid thereto at or near the end of the effective stroke of the piston of the steam-cylinder, and the inlet-valve, by way of which to admit elastic fluid to the buffer-cylinder at its closed end, substantially as and for the purpose set forth.

4. The combination of the steam-cylinder, its piston, the rod or trunk extending therefrom, the buffer-cylinder closed at one end, its piston, the crank-shaft, the connecting-rod, and the chamber M, provided with the cock N and communicating with the closed end of the buffer-cylinder by way of the valve-passage, substantially as and for the purpose set forth.

5. The combination of the steam-cylinder, its piston, the piston rod or trunk thereof, the buffer-cylinder, its piston, the inlet or inlets by which elastic fluid is admitted to the buffercylinder at or near the end of the effective stroke of the piston of the steam-cylinder, and the chamber or space at the closed end of the buffer-cylinder adapted to have its capacity adjusted to control the degree of compression of the elastic fluid in the buffer-cylinder, substantially as and for the purpose set forth.

PETER WILLIAM VVILLANS. MARK HE ATON ROBINSON.

Witnesses:

WALTER J SKERTEN, W. J. NORWOOD, Both of 17 Gracechiwch Street, London. 

